Crane



E. J. G. PHILLIPS CRANE March, 25, 1930.

2 Sheets-Sheet l Filed June 6, 1928 NN NN #w Q w u March `25, 1930. E, J, G, PHILLIPS 1,752,026

CRANE Filed June 6, 1928 2 Sheets-Sheet 2 Patented Mar. 25, 1.930

UNITED STATES PATENT OFFICE ELLIS J'. G. PHILLIPS, OF AURORA, ILLINOIS, ASSIGNOR TO RICHARDS-WILCOX MANU- FACTURING COMPANY, OF AURORA, ILLINOIS, A CORPORATION OF ILLINOIS CRANE Application filed June 6, 1928.

The present invention relates to cranes of the class comprising a transverse beam supported at its opposite ends on wheeled carriages adapted to roll along two laterally spaced overhead tracks, having particular reference to such cranes of the smaller manually operated type which are extensively used in factories, foundries and other buildings for conveying loads from place to place.

The fundamental object of the present 1nvention is to provide a simple and inexpensive crane of the above type in which all tendency of the crane to bind on the overhead tracks isl substantially eliminated. This 1'5" tendency to bind or wedge on the overhead tracks arises principally when the propelling force exerted on the crane tends to move one end ofthe transverse beam ahead of the other end. Heretofore, the general practice has been to connect the opposite end portions of the beam to the wheeled carriages in a rigid relation, and with such construction it will be evident that when the propelling force 1s exerted on one end of the beam, the latter operates as a lever arm tending to twist the opposite carriage relatively to the line of its track.

Tothe end of minimizing this twisting and binding tendency, it has been the practice to make the wheeled carriages in the form of relatively longv trucks, which have wheeled Contact with the overhead tracks at such remotely spaced points that .the twisting leverage of the beam is insuliicient to cause objectionable frictional binding pressure between the truck and its track. Obviously, the length: of these trucks makes them quite expensive and heavy. Moreover, the long ends of the trucks projecting from each side of the transverse beam makes it impossible to propel the beam and its suspended load up to thevery ends of the overhead track system. Still another factor tending to cause binding of these brior. types of cranes, even when long end trucks are used, is the condition arising when the two overhead tracks dofnot extend in exactly parallel relation. Any material convergence or divergence of 50 these tracksA causes frictional binding pres- Serial No. 283,213.

sure between the rollers on the trucks and the side flanges of the overhead tracks.

rlhe present invention avoids these diiiiculties by mounting the transverse beam for horizontal swiveling movement relatively to the two carriages, and by providing for an extensible or endwise sliding movement of the beam relatively to one of the carriages. This permits either one of the carriages to run ahead of the other in the traveling movement of the crane, at which time the bridge beam will assume an oblique position with respect to the overhead tracks.

The swiveled connection between the beam and each carriage prevents the beam from transn'iitting any angular twisting forces to either carriage, and the oblique position usually assumed by the beam in the travel of the crane establishes longitudinally spaced points of support for the opposite end portions of the beam on the two overhead tracks so that the propelling force exerted on the beam has practically no tendency to cause binding of the carriages on the tracks. Owing to the fact that the beam can be moved into a position at right angles to the tracks, and to the fact that either end of the beam can be advanced ahead of its other end, it will be evident that the load carrying point of the beam can always be propelled up to approximately the end of the overhead track system. Moreover, the connection which permits eX- tensible or longitudinal sliding movement of the beam relatively to one of the carriages, permits relative lateral movement between the carriages and thus accommodates any divergence or convergence of the two tracks without causing binding of the crane.

This freedom from binding enables me to employ as the wheeled carriages relatively short trolleys which are much lighter and cheaper than the relatively long end trucks heretofore used. Moreover, the relatively short length of these trolleys is advantageous in that it enables the bridge beam to be brought that much closer to the ends of the overhead tracks.

Referring to the accompanying drawings wherein is illustrated the preferred embodiment of my invention;

Fig. 1 is an elevational view of the crane taken on the plane transverse to the overhead tracks, which are illustrated in section;

Fig. 2 is a horizontal sectional view taken approximately on the plane oi' the line 2 2 oi' Eig.v 1 and illustrating one. of the oblique or diagonal positions'ot the beam in dotted lines; y Y l Eig. 3 is a side view, partly in section, of the trolley' relatively to which the bridge beam haslen'dwise as well as pivotal movement;

trolley; e e

Eig. 5 is a perspective view of the' yoke from which the bridge beam is suspended in each oit the aforesaid trolleys; and Y ,F ig. 6 is an end view of the trolley illustrating a modilied form ot the yoke Jfor suspending the bridge beam.

The main elements ot the crane comprise the bridge beam A, the two trolleys Band C andthe two overhead tracks l), D, along which the trolleys roll. rlhe load .to be carried by the crane is'usually suspended from the bridge beam A through suitable hoisting tackle which is Yusually supported from a trolley (not shown) which travels along the length of the bridge beam. i

The latter is of -beain section comprising upper and lower lianges 8 and 9, said trolley riding along the lower flanges 9 and being prevented from rolling oil' the end of the beam by angle plates 11 secured to the ends thereof and serving as stops for the trolley.

lt will be understood, ot course, thatthe v bridge beam A may be of other angular section and that the hoisting mechanism may have any other desired mounting thereon.

The two track trolleys B and C are prelerably of the type for engaging on overhead tracks of -beam section,correspondingy to the tracks D of Eig. 1. Referring to Figures 3 and l, each trolley B and @comprises two laterally spaced side plates'12, extending on opposite sides of the track l). Each sidey plate carries two pivot studs or bolts 13 on which the trolley wheels 14 have ball bearing mounting. The two wheels on each side of the trolley are set comparatively close to-;

*gether so that the trolleyis of shortlength,

and as will be observed i'rom Fig. 2, the axes of the trolley wheels are inclined to permit the wheels to bear evenly on the inclined upper surfaces of the lowertrack flanges. The:

two side plates oteach trolley are secured together 'below the track by bolts l5 passing through kthe side plates and through spacing sleeves 16 interposed between the side plates. Also extending between the two side plates 12 in the longitudinal median plane of the trolley is a yoke 17 from which theA corresponding end of therbridge beam A is suspended. This yoke is preferably `of the design illustrated in Figure 5 comprising a censuspension below the'yoke 17 Suchsvi'fivele'd` mounting is ai'orded by bolt 211'whiclrpasses Y vthrough the transverse upper portion of the Fig. 4 is a side elevational view of the other yoke 23 andthrough the central hub portion 18 of the yoke.17, receiving a nut 25 onk its Lipper end above the yoke 17. Extending betweenthe two side arms of the lower yoke or clevis 23is a pivot pin 26 onwhich a roller 27 kis mounted. ARoller bearings 28 are preferably interposed between the pivot. pin 26` and the roller 27` to permit veasy rotation of the latter. Extending through the clevis yoke 23 and bearing on the upper side of the roller e 27 is a bridge member 29 whichis .secured to the beam A. This bridge memberis of4 29 are formed with horizontal eyes 32 which engage over threaded studs 33, being held thereon by nuts '34screwing over these studs above the eyes 32. The threaded studsy are secured tothe beam A by clamps 35 which embrace the upper flanges 8 of the beam. The clamps 35 may be of any desired construction, preferably consisting, however, or two or'more sections which are drawn vto-y gether over the upperV end' of the beam by transverse bolts 36, the outer sectionsofthe clamp havingy hook flanges Vengaging yunder the upper ianges of thebe'am, as showny inV Figs. 3 .and 4.

The threadedv studs33 are rivetedor othery' wise anchored in the clamps 35.

The other end of the crane beamA has swiveledv suspensionfon the other trolley C` through a stud39' which extends up through the vertical boss 18 of the trolley yoke 17 and receives a nut 41 on'its threaded upper end above the boss 18. Thelower end of said Studis riveted or otherwise anchored .in a clamp 35 which is substantially identical to the clamps previously described and which e engages over t-he upper flanges 8 of the beam A spacing vsleeve 42 is mounted on theV kstud 39 between the clamp' 35v and thertrolley yoke 17. n y

Figure 6 illustrates a modied'suspension of this end of the crane beamon the trolley C. In this construction a yoke 17 having a downwardly looped central portion la is substituted for the apertured yoke 17. The swiveled attachment is afforded thru the connecting member 39 which has an eye 45 engaging over the U-shaped portion lil of the yoke.

then the beam A is disposed in a position at right angles to the two overhead tracks D, the roller 27 is approximately at the inner end of the bridge member 29 as shown in Fig. l. As the crane is caused to travel along the trackway at D, D, the beam A is free to swivel to a diagonal position relatively to the trackway. As previously described, swiveling of the beam relatively to the trolley C occurs around the axis of the stud 39, and swiveling of the beam relatively to the trolley B occurs around the axis of the bolt 24,-.

As the diagonal angle of the beam increases, the bridge member 29 rolls along the suspension roller 27, thereby in effect extending the length of the beam and permitting the two trolleys to move to longitudinally separated points along their respective tracks D. Figure 2 illustrates in dotted lines diagonal position of the beam A, it being understood that this angle can be increased until the clevis 23 or its roller 27 strikes the clamp 36 at the outer end of the bridge member 29.

It will be seen that by virtue of the swiveled connection of the beam A with each trolley, it is impossible for the beam to transmit a twisting force to either trolley, suoli as would tend to bind the trolley on its track. rl`he trolley at that end of the beam to which the pulling force is applied, will move ahead of the other trolley, causing the beam to swing to an angle limited by the outer portion of the bridge member 29 engaging with the clevis 23. This will displace the two trolleys a considerable distance from each other so that the beam will have support on the trackway at longitudinally spaced points so that the pulling force exerted on the beam will act along a line having practically no tendency to bind the trolleys on the tracks. To bring either end of the beam up to the end of the trackway, it is only necessary to exert a pulling force on this end of the beam, which will cause the same to swivel forwardly to the end of the track.

By virtue of the overhanging ends of the beam projecting beyond the trolleys, it is even possible to swing either end of the beam to a point beyond the end of the trackway. Obviously the sliding or extensible connection between the beam A and trolley B accommodates any convergence or divergence of the two tracks D without causing binding of the crane. Moreover, this freedom of the beam to swivel and slide permits the crane to be propelled around curved tracks without any tendency to bind.

While I have illustrated and described what I consider to be the preferred embodiment of the invention, it will be understood that such embodiment is largely exemplary and can be modiiied and rearranged without departing from the essence of the invention. For example, although it is preferable to have the sliding motion occur between the roller 27 and the bridge member 29, such bridge member might be dispensed with by having rollers at the lower ends of the clevis yoke 23 engage under the upper flanges 8 of the beam A.

I claim:

l. ln a crane, the combination with two laterally spaced overhead tracks, of trolleys adapted to roll along said tracks, a beam, a depending swivel supporting one end portion of said beam on one of said trolleys, a depending siz'ivel on the other trolley, a roller carried by said latter swivel, and a bridge member mounted on said beam and engaging said roller.

Q "in a crane, the combination with two laterally spaced overhead tracks, of trolleys adapted to roll along said tracks, a beam, means supporting one end portion of said beam on one of said trolleys for relative swiveling movement, a yoke pivoted for swiveling movement on the other of said trolleys, a roller led by said yoke, and a bridge member secured to said beam and bearing on said roller .vithin said yoke.

3. crane, the combination with two laterally spaced overhead tracks, of trolleys adapted to roll along said tracks, a beam, a clamp secured to one end of saidbeam, pivot meant-1 connecting said clamp with the adjacent trolley for relative swiveling movement, two spaced clamps secured to the other end of said beam, a bridge member extending between said latter clamps above said beam, an i verted U-shaped clevis embracing said bridge member, a roller supported between the sides of said clevis and engaging the unide of said bridge member, and pivot ns establishing a swivel between said the other of said trolleys.

Ll. lin a crane of the class described, the combination of two laterally spaced overiead rails of -beain section, trolleys rolling along each of said rails, each of said trolleys having two closely disposed wheels bearing on the lower flanges of said rails on opposite sides thereof whereby said trolleys are of comparatively short length, transverse supporting members in said trolleys having vertically apertured bosses, swivel members mounted in said bosses and depending therefrom, a crane beam of I-beam section, a clamp securing one of said swivel members to the upper flanges of said beam adjacent to one end of the latter, an inverted U-shaped clevis carried by the other of said swivel members, a roller pivotally supported between the lower side portions of said clevis, a bridge member extending through said clevis and bearing upon the upper side of said ro11' er, and clamps securing the opposite ends ofv y said bridge member to the upper flanges of said beam adjacent to the other end thereof.

5. In a crane, the combination with two laterally spaced overhead tracks,lof trolleys adapted to roll along said tracks, a bridge beam, means pivotally connecting one end portion of said beam to one of said trolleys for relativeswiveling movement, a yoke carv ried by the other of said trolleys having a downwardly looped portion, and a suspension member secured to the adjacent end portion of said beam and having an eye engaging over the downwardly looped portion of said yoke.

6. In a crane, the combination with two laterally spaced overhead tracks, of trolleys adapted to roll along said tracks, a beam, a depending swivel supporting one end portion of said beam on one of said trolleys, a depending swivelon the other trolley, a roller carried by said latter swivel, and a bridge member mounted on said beam and engaging said roller, said bridge member being secured in spaced relation to said beam.

In a crane, the combination with two laterally spaced overhead tracks, of trolleys adapted to roll along said tracks, a beam, means supporting'one'end portion of said beam on one of said trolleys for relative l swiveling movement, a yoke plvoted for swiveling movementon the other of said trolleys, a roller carried by said yoke, and a bridge member secured in spaced relation to said beam and bearing on said roller within said yoke. f f

In witness whereof, I hereunto subscribe my name this 31st day of May, 1928.

ELLIS J. G. PHILLIPS. 

